Carbureter



J. D. AND E. M. TUCKER.

CARBURETEH.

APPLICATION FILED APR. 13. 1918.

Patented Feb. 3, 1920.

INVENTORS 7661909 D. flake! I mlZZMfia h'r 4 W wMTbRA/EY UNITE STATES AT T Enr JESSE DEE TUCKER AND EMMIIIT Ii-l'. TUCKER, OF NORTH SACRAMENTO, CALIFORNIA.

CAEBURETER.

Application filed April 13,

To all whom it may concern:

Be it known that we, Jnssn D. TUCKER and Eimirrr ln Tuonnn, both citizens of the United States of America-t, residing at North Sacramento, county of Sacramento, State or California, have invented certain new and useful Improvements in Carburetors; and we do declare the following to be a clear, full, and exact description of the same ref} erence being had to the accompanying dra ings, and to the characters or reference marked thereon, which form a part or this application. I e y This inventionrelates to improvements in carburetors for use in connection with all types or internal combustion engines. The

V prime object of the invention is to provide a carbureter which will properly proportion thei explosive mixture so that the quantity of oxygen taken into the cylinders of the enginewill at all times be suificient to burn a maximum amount of the hydrogen and r carbon present in the iuel.

A further object o1 the invention is to provide a carbureter whereby a full charge of explosive EllXlZUlG will be taken into each cylinder of the engine with each'suction stroke of the piston. therein irrespective oi the speed at which it may be traveling,

With the above objects in view, we aim to I admit through the carbureter all the air dea mended by the engine and then admit and control the fuel supply in direct relation to the air. In other words, a full air supply is given first consideration and the fuel isladc mitted only in such proportion thereto as will cause the resulting mixture when tired to effect the complete combustion of the gases. r

id e especially aim to use low grade fuels such as distillate, kerosene or the like with better results than are now obtained with the use oi gasolene or other highly volatile oils.

to produc'e a simple and inexpensive device and yet one which willbe exceedingly e1 'fective for thepurposes tor which it is designed.

These obJectS, we accomplish by means oi :followinqsaeciiication and claims.

On the. drawings, "ilflllitl characters of 7 reference indicate corresponding parts in the several views? A still further object of the invention Patented Feb. 3, 1920.

1918. Serial No. 228,511. r

is a detached view of a priming section. a

is a oetached view of a fourwav sectionv is a deta in.

.eg new more particularly to the characters of reference on the drawings, the

r al l resign-ates h is located a valve controlling float 2 of desired type. irranged adjacent the float chamber 1 is the primary carbureting chamber 3 into which projects the fuel jet The. lower end of his jet l is arranged to communicate wi h a iourway valve 5 hav ing a control lever 6. r A port 7 communicates from the chamber l to the, iourway valve 5 whereby may be placed in communicatien with the jet A port 8 leads from any suitable source of fuel supply such as gasclcnc or other highly volatile fuel whi 11' may be placed in connection withthe or the purpose oi starting the motor oh the carburetor may be connected.

d view oil an air inlet is o 'C 1111361 6 9 is lilrewise arranged'to be dra' laced connection with either of the ports or 8 (for any purpose. i i

A sleeve -10 surrounds thetapered end of thejct 1- i s a dished flange 11. with aircp rings posed be ween the bottom peripheryoi the upper carbureting chamber 15 and thesaid washer l3. A

The numeral 16 designates the main air 'inletaoi: the carbureter which is relatively large and communicates with the main carburetingchamber 3below theflange 11' and the washer 13. A needle valve 17 controls the openinguoi the j'et' lfand is provided with astem"18 which projects vertically through'the chambers 3and 15; and termithe float chamber in no terminates at t upper end in i is held normally in contact with v notes in a disk 19 movable within a guide cylinder 20. The disk 19 is preferably screwed onto the end of the'stem 18 adesired distance, and then locked in the place thereonby means of a nut 199011 the stem.

a-This cylinder 29 is ounted f r threaded movement through the top of the chamber where itis provided with a control lever 21 which projects to any desired convenient point such as the dashboard of a J motor Vehicle. A helical spring 22 is interposed between the-top of the cylinder and the disk 19'to normally hold the valve 17 closed.

On the stem 18, at a point between the chambers 3 and 15, is lixed the perforated airinletdiaphragm 23. This diaphragm is screwed onto the stem 18 to a suitable position, and is then held by a lock nut 23 thereon. Around the stem 18 between the diaphragm 23 and the disk 19 is interposed a sleeve 24. On the lower end of the sleeve 24 is a diaphragm 25 which normally forms a closure for the holes 23 in the diaphragm 23. Onthe upper end of the sleeve 2% is a disk 26 which projects into the cyl nder 20 and is normally disposed at a distance from the disk 19. A helical spring 27 is interposed between the disks 26 and 19. By means of this double spring construction the tension of the air valve spring 2'7 and the needle valve spring 22 may always be regulated in conjunction with each other.

Thus, if the guide 20 is turned down to compress the spring 22 and press the needle valve18'tighter in its seat, the spring27 is not compressed, but'its tension relative to the spring 22 is altered, so that the spring 22 becomes stronger than the spring 27. This allows a greater lift of the disk 25 before the needle valve is raised, and consequently a leaner mixture is obtained.

Similarly, if the guide 20 is turned in the reverse direction to release the spring 22, the spring 27 is then relatively stronger than the spring 22, and hence the needle valve 18 is raised almost as soon as the disk 25, thus causing a rich mixture.

By having the sleeve 24- interposed between these pairs of disks, a free area is left in the chamber 15 for the circulation of the mixture.

The numeral 28 designates 'the outlet from the carbureter for connection with the intake manifold of theengine and in this outlet 28 is the butterfly valve 29 controllable by the lever 30.

The numeral 31 designates a priming valve having a nozzle 82 projecting through wthe side walls of the chamber 3 and into one of the holes 12 in the sleeve 10. This valve may be opened by any suitable and conveniently located means and admits gasolene or other desired fuel to thecarbureter for the purpose of starting. When the engine has been started in this manner, the valve 31 is allowed to close and the valve 5 is then moved to connect the port 8 with the jet 4, so that for a short period gasolene will be admitted to the carbureter. Then, after the engine is thoroughly warmed up, the valve 5 is turned to place'the port 7 in 1,eee,ese

. to the valve stem and causes the valve 17 to raise from its seat in the fuel jet 4, thus admitting fuel in r rect relation to the amount of air taken into the carbureter. Under these conditions, the air is taken through the opening 16 and holes 12 into the with the sleeve 10 and th nce into con fuel from the jet 4;. From there it is drawn through the holes 23' which cause the fuel to be properly carbureted. It is of course understood that these springs are somewhat sensitive, so that does not take any great amount of suction or pressure to cause the same to operate. When sudden speed or charge demands are made upon the engine, or whenever the demands of the engine exceed the capacity of the ports 12 the dished washer 13 will be lifted from its seat against the flange 11. A swirl of air is then rapidly taken in and driven downwiudly against the other air and fuel and this swirl breaks up oughly carburets the same with. the necessary inclusion of air required to meet the increased demand of speed, etc, of the engine. No matter what the suction of the enginc'may be, this additional air inlet occasioned by the latter described construction permits enough air to be taken into the engine. At the same time the spring adj ustment construction permits of the regulation of the amount of opening of the fuel jet in direct relationto the amount of air taken into the engine.

"Nhenthe engine is to be operated in high altitudes or excessive speeds, which require a much greater amount of ail-than ordinary running conditions, the cylinder 20 is screwed down to increase the tension ofthe spr1ng'22. This then makes the tension of the spring 22 greater than that of the sprlng 27 and before'the suction of the engine will cause the diaphragm and disks to work against the spring 22, it will: first work against the spring 27 and bring the disk 25 clear away from the diaphragm 23 and leave 7 tie fuel to a very marked degree and thorthe openings 28 entirely clear, thus admitting a greater supply of air. s

From the foregoing description, it will readily be seen that we have produced such a device as substantially fulfils the objects of the invention as set forth herein.

While this specification sets forth-in detail the present and preferred construction of the device, still in practice, such deviations from such detail may be resorted to as do not form a departure from the spirit of the invention, as defined by the appended claims, 7

Having thus described our invention, what we claim as new and useful and desire to secure by Letters Patent is 2- l. A carburetor including a primary chamber and a secondary chamber above the same, a fuel jet projecting into the primary chamber, a needle valve in the jet, a stem on the valve projecting upwardly into a guide adjustably mounted in the secondary chamber, a disk on the stem within the guide, a spring between the disk and the upper end of the cylinder to seat the needle valve in the et, a perforated diaphragm on the stem fitting closely in the throat between the two chambers, and means interposed between the disk and the diaphragm governed by the turning of the guide to regulate the air-fuel ratio.

2. A carbureter including a primary chamber and a secondary chamber above the same, a fuel jet projecting into the primary chamber, a needle valve in the jet, a stem on the valve projecting upwardly into a guide adj ustably mounted in the secondary chamber, a disk on the stem within the guide, a spring between the disk and the upper end of the cylinder to seat the needle valve in the jet, a perforated diaphragm on the stem fitting closely in the throat between the two chambers, a spool slidable on the stem above the diaphragm, and a spring interposed between the spool and the disk on the stem, whereby the spool is normally held against the perforated diaphragm to close the same.

In testimony whereof we affix our signa-' tures in presence of two witnesses.

VERADINE WARNER, BERNARD PRIVAT. 

